Art of heating.



PATENTED MAY 5, 1908. B. H. GOL'D.

ART OF HEATING. APPLICATION FILED APE.25, 1904.

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EGBERT H; GOLD, OF CHICAGO, ILLINOIS.

AM or HEATING.

Specification of Letters Patent.

Patented May '5, 1908. I

Application filed April .25, 1904'. Serial No. 204,672.

To all whom it may concern: I

Be it known that I, EGBERT H. Grow, a citizen of the United States, residing at Chicage, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in the Art of Heating, of which the following is a s ecification'.

My invention re ates to improvements in the art of heating and more especially to the art of heating railway cars.- I

The object of my invention is to provide a reliable, efiicient and inex ensive method of heating, whereby an equa le temperature is maintained, without unnecessary waste of energy.

While m for accompli of heating, it is among theparticular objects of my invention to provide a method for automatically maintaining a substantially uniform temperature throughout a train of cars by direct steam heating from akhigh pressure sourceof supply, and to do so in such a manner that in the initial heating of the cars the heating action will be substantially uniform throughout the train and will remain constant regardless of variations in pressure in the train pipe, so long as there is any pressure whatever in the train-pipe. other objects as may hereafter appear are attained by my improved process, which may be convenient-l practiced with any suitable apparatus, sue for example, as that shown invention is a plicable broadly in my Letters Patent No. 758,436 dated April- Speaking broadly, my invention consists, primarily, in heating a compartment by means of a heating medium, such as steam, which is substantially confined in anysuit 40 able radiator, but is also in open commum cation with the atmosphere through some outlet from the radiator, and which is automaticallymaintained in its normal condition by a continuous supply from a relatively high pressure main or sourceof supply, the inflow from such source of supply being automatically regulated by-the thermostatic condition adjacent to the outlet from the radi shing'this resu t In various kinds These and suchis always at substantially atmospheric pres sure, thereby insuring a gentle heat. To comthere is a constant renewal of the bod of steam by an inflow from the train pipe, w rich contains steam at high ressuge, the rate of inflow being automatica ly controlled by the thermostatic condition adjacent to the outlet I from the radiator, whereby a thermostatically o erated'inlet valve is operated, so that the in ow of live steam just balances the loss of heating efliciency due to condensation.

As the atmos heric temperature decreases,

the rate of con ensation will increase and the infloils of live 'steam will be correspondingly and automatically increased, so that the car is heated by live steam at substantially atmosflheric pressure.

The thermostatic device for automatically controlling the inflow-may be of any suitable ,pensate for the loss of steam by condensation, I

character, such, for instance, as that shown and described in said Letters Patent No.

By means of this im royed process-II not only maintain a mil temperature, while using live steam at high ressure from the locomotive as a heating me ium, but I am enabled, toarrange the opening 'from .the radi ator to the atmosphere; so that all tra sare dispensed with and the water of con ensa: tion will escape to the atmosphere as rapidly as it forms, tra ping-of the water of 0011-, densation is ma e im ossible and freezing of.

the pipes is absolutey prevented' At the same time, since the radiating pipes of each car of artraincan only contain steam at 'or substantially at, atmospheric pressure, it follows that, in the initia heating of the tram, the high pressure steam from the locomotive, at a pressure of an where from 40 lbs.

to 60 'lbs., will uickly' ill the train-pipe from end to end of t e trainand will also quickly supply each car with its column of steam at atmospheric pressure, so that, instead of rogressivelv overheating the cars from the rst car backward, I provide a means forebtaining a substantially simultaneous heating of all of the cars of the train, and I a1so'pro-- ice steam at the same pressure, thus insuring'a,

uniform heat withinall cars of the train, and

' there is no destructive strain upon the iittings due to the excessive expansion and contraction which results where high pressure steam is used inthe heating pipes. I. also, by any suitable mechanical means, restrict the passage for the flow of the heating medium from the train-pipe into each of the heating pipes of the train, so that, the passage from thetr-ain-pipe to the heating systems being restricted, as for example at the port H, while the passage through the trainpipe is free and comparatively large, the rapid iilling of the trainipe with high pressure steam is greatly faci itated.

In the accompanying drawings I have shown such an apparatus as that in my Letters Patent No. 758,436referred to, which is a suitable form of apparatus for practicing my process.

Figure l is a diagrammatic representation of one side of a car heating system. Fig. 2 is an enlarged detail showing a convenient form of thermostatically operated inlet valve. Like characters of reference indicate the same parts in the various figures of the drawm s.

1 is a train-pipe to which steammay be supplied from the locomotive, 2 is a feedipe ranching from the train-pipe, 3 is the t errnostatically operated inlet valve, 4 is a manually operated shut-oll' valve, 5 is the connecting pipe between the shut-off valve, and the radiator, 6 is the radiator, and 7 is the pas sage pipe open to the atmosphere. Re erring in detail to Fi 2, A is a casing provided with a cap B WlliCTl is secured in position by screws passing through lugs -11.

The casing A is provided with a main chamber Cconnecting with the exhaust end of the radiating system through the port D and connecting with the drip-pipe 7 at the port E. The casing A is also lprovided with a chamher I which is normal y shut off from connec- The bottom of the tion with the chamber (1. chamber l" is formed by a web G into which is screwed the upper end of the feed pipe 2 which has access to the chamber F through a port II This port is preferably an openmg through a nipple Lw ich is screwed into the web G, the u per surface of which nipple furnishesa seat im the valve J.

Theflchamber F connects through a port K with the pipe leading to the shut-off valve 4. The valve J is provided with a collarj which is preferably of polygonal outline and is arranged to loose y engage the downwardly projecting wall of the nipple L which is screwed into the web Z, and which is rovided upon its upper surface with a shou der which affords a seat for the spring M. This spring M carries a collar N, into which is screwed the stem of the valve J and upon which rests the expansible diaphragm 0, which is partially Illlfili with alcohol. or other volatile fluid, and is arran ed to react against the button P which is hel in any desired adjusted position by thethreaded stem Q. The stem Q projects through the rap B and is operated and locked in any desired position in any familiar manner.

Mounted upon thestem of the valve J and between the collar j and the nipple L is a packing washer R which loosely fits upon the stem 0 the valve J.

With this a paratus, my process may be practiced as to lows: Steam under high ipressure is su )plied to the train-pipe and owe throu h t e connecting pipes and chambers into t e radiator. As soon. as live steam has filled the radiator, it will surround the thermostat or diaphragm O and, expanding that diaphragm, will check the inflow of steam to the radiator from the train-pipe. The water of condensation as it forms Wlll escape freely to the atmosphere through the drip-pipe and the consegluent reduction in the quantity of steam in t e radiating system will result in a cooling of the diaphragm and an opening of the supply valve. ap aratus will become so balanced that the in ow to the radiator of high pressure steam from the trainipe, will balance the loss of steam by conc ensati'on, etc, so that the radiator will be kept full of live steam, but, since theradiator opens freely to the atmosphere, the steam within the radiator must always be at substantially atmospheric pressure,'and, therefore, at a temperature in the neighborhood of 212 degrees.

l/Vhile I have shown a convenient form of apparatus suitable for the practice of my process, it will be understood that the drawmgsonly illustrate generically one combinationof mechanisms which is suitable for my purpose but, obviously, my invention is not imited to anys ecific form of mechanism. So, also, while I iave explained the practice of my rocess when atmospheric pressure only is esired in the heating system, it will check the inflow from the supply only when.

such communication is open. A I this understandmg .of the funda mentalprmclples of my 1nvent1on, it is evident that it can be practiced in various 'ways without departing I om the spirit thereof. I claim:

1. The impro ement in the art of heatin The result will be that the which consists in providing a train of cars with a body of comparatively high pressure steam extendin lengthwise of the train, providing each car om said high pressure steam with a body of steam at low pressure, said body of steam at low pressure discharging into a zone of the same or lower ressure, and retarding and controlling the ow of steam fromfthe high pressure body to each low pressure body, res ectively, solely by the thermostatic con ition of the said bodies of steam at low pressure, adjacent to their respective points of discharge. g 2. The improyement in the art of heating which consists 1n providing a'train of cars with a body of comparatively high pressure steam extending lengthwise of the train, providing each car with a body of steam at low pressure taken from said high pressure body, said bodies of low pressure steam having discharges to the atmosphere, and regulating the pressure of steam in each of said low pressure bodies by shutting off or retardin the flow of steam from the high pressure body thereto solely by means of the thermostatic action of steam made to discharge fromsaid low pressure bodies, respectively, because of excess pressure therein.

, EGBERT H. GOLD. Witnesses:

O. R. BARNETT, G. Y. DANKWAP 

